It’s not every day that we are taunted by a pimply-faced post adolescent at the wheel of a Honda Civic SI. For crying out loud, he probably still lives at home with mom. But such is the case when driving Subaru’s performance flagship, the 2011 Subaru Impreza WRX STI. This is a car that makes you feel as though you were driving around with a (Red) bullseye on your back.
We gave that pipsqueak our best look of indifference in return and he screeched off in the distance with his coffee-can muffler sounding like a bunch of pissed-off mosquitoes.
What is it?
The WRX STI builds on the basic WRX model with more of everything we love – more power, more grip and more performance.
Our tester is the WRX STI Limited model, which means that it gets a trunk and a few luxury goods. A five-door hatch is also available, but from what we can tell, the four-foot-tall wing in back was all he needed to see. That, and the STI badging around this saloon, as it is called across the pond.
For those who didn’t grow up with Gran Turismo, STI – Subaru Technica International – is to Subaru what AMG is to Mercedes-Benz.
What’s it up against?
The Subie’s closest direct competitor would be the Mitsubishi Evo X, with its 291 horsepower, turbocharged in-line four-cylinder engine. Down the pike a ways in 2012 is the upcoming Volkswagen Golf R20.
There are others, though. Although it prices out at nearly $10,000 more than the WRX, and is now powered by a V6-engine, we think you could also toss the Audi S4 into the mix. (That mix being four-wheel, or all-wheel-drive high performance sedans with bigger than usual price tags)
Any breakthroughs?
New for 2011, is the Impreza four-door sedan in WRX STI trim. It’s a return to the sedan, or three-box design that was characteristic of the original WRX in its heyday, but like many other things in life, it too, has grown and now joins the five-door hatch in the Subie lineup. For 2011, the standard WRX looks like a twin of the aggressive WRX STI.
A new suspension revision stiffens things up, which is a good thing considering the added bulk that comes with the bigger body of the sedan. Look for higher spring rates, increased diameter stabilizer bars and new bushings. The other new items are more cosmetic in nature, ranging from newly styled wheels to stainless quad pipes to an upgraded audio system with iPod and Bluetooth connectivity.
How does it look?
From the side, the STI follows a trend currently seen in the Hyundai Equus, Mercedes-Benz, and the Buick Lacrosse. Namely, a more grown up appearance. Through the use of creased and flared fenders in front and back, the WRX features a more mature look that covers up the extra wide Dunlop 18-inch SP Sport 600 tires and BBS alloy wheels.
But not all is mature and buttoned down. That wouldn’t be fun, now would it?
So to let owners live a real life Gran Turismo 5, Subaru’s hot features a multitude of vents, scoops, spoilers, and splitters. But let’s not forget the huge trunk-mounted spoiler hanging off the back porch. And while we’re at it, a big tip of the helmet to Subaru designers for lifting the center portion of the spoiler so the rear view is somewhat unhindered. Unlike the wing found on its nearest competitor, the EVO, which happens to sit smack dab in the middle of the rear glass.
Regardless, this ain’t the four-door for introverts.
And on the inside?
Our WRX STI, as the Limited four-door model, featured a leather interior with moonroof and other amenities. We like the use of swoopy trim panels in the dashboard to set it off and give an interesting flow around the center stack and gauge binnacles. As far as gauges go, the driver’s instrument pod is anchored by a center-mounted tachometer, and flanked by a speedometer on the right, and temperature and fuel gauges on the left. The leather-wrapped steering wheel no longer looks like it came from a General Motors parts bin and it offers redundant controls for cruise, audio and Bluetooth through the navigation system.
Speaking of navigation, the system is centered on a seven-inch touchscreen monitor that curiously does not offer streaming Bluetooth. It is equipped for Sirius, but the subscription was not activated in our tester. A complex interface eventually gets basic radio tasks done. The system also plays CDs and DVDs and comes with iPod connectivity, and RCA audio and video jacks. We presume they are there to plug in a PS3 for a little mobile GT5.
The seating was very supportive, with nicely bolstered sides, and a firm seat cushion. A tilt and telescoping steering wheel allowed us to line everything up exactly where it would fall under our hands and put us in good control of the six-speed manual transmission’s shift lever. With the driver seat in proper position, there was still enough room in the rear passenger seat to avoid a feeling of cramped surroundings.
Assembly quality is top notch, as we have come to expect from Subaru. So, too, was the abundance of cut-rate plastic forgivable at half this price on a standard Impreza but a bit tough to overlook here.
But does it go?
Like a bat outta hell, but only after a wind up.
The H-patterned, 2.5-liter four-cylinder boxer engine puts out to the tune of 305-horsepower. Torque measures in at 290 lb-ft. The engine utilizes Subaru’s DAVCS variable valve timing to temper the intake and exhaust valves as needed. The inline intercooler chills the fuel-air mixture making for a dense mixture of oxygen and fuel before combustion.
The power is transferred to the Subie’s symmetrical all-wheel-drive system through the six-speed manual transmission. A very smooth shifting box, it is a quick sync that shifts as fast as you do. A Driver Controlled Center Differential (DCCD) with three performance modes, transfers power to the wheels. It’s also adjustable in various locking control settings. The 3,384 lbs. four-door has a normal (but continuously variable) power ratio of 41:59-percent. By the way, the EPA says to expect mileage in the range of 17 city/23 highway, about what we saw.
A helical limited slip differential in front and a TORSEN torque-sensing LSD in the rear kept the WRX tracking where we wanted it to, while the Vehicle Dynamics Control (VDC) alloyed us to vary the stability and traction, as well as turn it off. These enhanced the handling considerably over other cars we’ve driven, and thankfully, the four-pot Brembos in front, and twin-pot calipers in back were at the ready to rein us in as needed. On the other hand, this is not a quiet car. With a minimal amount of insulation and sound deadening, the car transmits a considerable amount of thrum into the cabin.
This all-wheel-drive system rivals some of the best cars in the business. Going around a tight turn, all this STI wants to do is stick. Kind of like a fly to flypaper. You remember flypaper, right? Well, this Subaru sticks that well. The problem is that on launch it sticks too well. The 0 to 60 times, as a result, are nothing to scream about. For a good launch, according to Subaru PR guru Dominic Infante, you need to turn off traction control, build the revs to about 5,000 rpm and then dump the clutch. Unfortunately, the resulting times are nothing to write home about, but we were still in awe of this car’s ability to get up and go faster once moving.
All that is well and good, but this is not a car to go spend “Saturday Night, under the lights” with at your local dragstrip. Sunday afternoon, cutting apexes on Mulholland Highway in Malibu, is more like it.
Why you would buy it:
You were raised on Gran Turismo 2, 3, 4 and now 5, and now you want to check out the real thing.
Why you wouldn’t:
A Lincoln MKS is as sporty as you want to be these days, old man.
Leftlane’s bottom line
Subaru’s legendary WRX continues to improve. Clearly, it is not everyone’s cup of tea, but it offers an exhilarating, if thrumming ride, that depending on your age, both chronologically and emotionally, might be just what the doctor ordered.
That’s if your banker also approves.
2011 Subaru WRX STI Limited base price, $37,345. As tested, $39,870.
Navigation, $1,800; Destination, $725.
Words and photos by Mark Elias.
Review: 2011 Subaru Impreza WRX STI Sedan
Reviewed by
Mark Elias on
February 15
.
We channel our inner gamer in search of automotive bliss behind the wheel of Subaru’s even-more-hopped-up-for-2011 Impreza WRX STI.
It’s not every day that we are taunted by a pimply-faced post adolescent at the wheel of a Honda Civic SI. For crying out loud, he probably still lives at home with mom. But such is the case when driving Subaru’s performance flagship, the 2011 Subaru Impreza WRX STI. This is a car that makes you feel as though you were driving around with a (Red) bullseye on your back.
We gave that pipsqueak our best look of indifference in return and he screeched off in the distance with his coffee-can muffler sounding like a bunch of pissed-off mosquitoes.
What is it?
The WRX STI builds on the basic WRX model with more of everything we love – more power, more grip and more performance.
Our tester is the WRX STI Limited model, which means that it gets a trunk and a few luxury goods. A five-door hatch is also available, but from what we can tell, the four-foot-tall wing in back was all he needed to see. That, and the STI badging around this saloon, as it is called across the pond.
For those who didn’t grow up with Gran Turismo, STI – Subaru Technica International – is to Subaru what AMG is to Mercedes-Benz.
What’s it up against?
The Subie’s closest direct competitor would be the Mitsubishi Evo X, with its 291 horsepower, turbocharged in-line four-cylinder engine. Down the pike a ways in 2012 is the upcoming Volkswagen Golf R20.
There are others, though. Although it prices out at nearly $10,000 more than the WRX, and is now powered by a V6-engine, we think you could also toss the Audi S4 into the mix. (That mix being four-wheel, or all-wheel-drive high performance sedans with bigger than usual price tags)
Any breakthroughs?
New for 2011, is the Impreza four-door sedan in WRX STI trim. It’s a return to the sedan, or three-box design that was characteristic of the original WRX in its heyday, but like many other things in life, it too, has grown and now joins the five-door hatch in the Subie lineup. For 2011, the standard WRX looks like a twin of the aggressive WRX STI.
A new suspension revision stiffens things up, which is a good thing considering the added bulk that comes with the bigger body of the sedan. Look for higher spring rates, increased diameter stabilizer bars and new bushings. The other new items are more cosmetic in nature, ranging from newly styled wheels to stainless quad pipes to an upgraded audio system with iPod and Bluetooth connectivity.
How does it look?
From the side, the STI follows a trend currently seen in the Hyundai Equus, Mercedes-Benz, and the Buick Lacrosse. Namely, a more grown up appearance. Through the use of creased and flared fenders in front and back, the WRX features a more mature look that covers up the extra wide Dunlop 18-inch SP Sport 600 tires and BBS alloy wheels.
But not all is mature and buttoned down. That wouldn’t be fun, now would it?
So to let owners live a real life Gran Turismo 5, Subaru’s hot features a multitude of vents, scoops, spoilers, and splitters. But let’s not forget the huge trunk-mounted spoiler hanging off the back porch. And while we’re at it, a big tip of the helmet to Subaru designers for lifting the center portion of the spoiler so the rear view is somewhat unhindered. Unlike the wing found on its nearest competitor, the EVO, which happens to sit smack dab in the middle of the rear glass.
Regardless, this ain’t the four-door for introverts.
And on the inside?
Our WRX STI, as the Limited four-door model, featured a leather interior with moonroof and other amenities. We like the use of swoopy trim panels in the dashboard to set it off and give an interesting flow around the center stack and gauge binnacles. As far as gauges go, the driver’s instrument pod is anchored by a center-mounted tachometer, and flanked by a speedometer on the right, and temperature and fuel gauges on the left. The leather-wrapped steering wheel no longer looks like it came from a General Motors parts bin and it offers redundant controls for cruise, audio and Bluetooth through the navigation system.
Speaking of navigation, the system is centered on a seven-inch touchscreen monitor that curiously does not offer streaming Bluetooth. It is equipped for Sirius, but the subscription was not activated in our tester. A complex interface eventually gets basic radio tasks done. The system also plays CDs and DVDs and comes with iPod connectivity, and RCA audio and video jacks. We presume they are there to plug in a PS3 for a little mobile GT5.
The seating was very supportive, with nicely bolstered sides, and a firm seat cushion. A tilt and telescoping steering wheel allowed us to line everything up exactly where it would fall under our hands and put us in good control of the six-speed manual transmission’s shift lever. With the driver seat in proper position, there was still enough room in the rear passenger seat to avoid a feeling of cramped surroundings.
Assembly quality is top notch, as we have come to expect from Subaru. So, too, was the abundance of cut-rate plastic forgivable at half this price on a standard Impreza but a bit tough to overlook here.
But does it go?
Like a bat outta hell, but only after a wind up.
The H-patterned, 2.5-liter four-cylinder boxer engine puts out to the tune of 305-horsepower. Torque measures in at 290 lb-ft. The engine utilizes Subaru’s DAVCS variable valve timing to temper the intake and exhaust valves as needed. The inline intercooler chills the fuel-air mixture making for a dense mixture of oxygen and fuel before combustion.
The power is transferred to the Subie’s symmetrical all-wheel-drive system through the six-speed manual transmission. A very smooth shifting box, it is a quick sync that shifts as fast as you do. A Driver Controlled Center Differential (DCCD) with three performance modes, transfers power to the wheels. It’s also adjustable in various locking control settings. The 3,384 lbs. four-door has a normal (but continuously variable) power ratio of 41:59-percent. By the way, the EPA says to expect mileage in the range of 17 city/23 highway, about what we saw.
A helical limited slip differential in front and a TORSEN torque-sensing LSD in the rear kept the WRX tracking where we wanted it to, while the Vehicle Dynamics Control (VDC) alloyed us to vary the stability and traction, as well as turn it off. These enhanced the handling considerably over other cars we’ve driven, and thankfully, the four-pot Brembos in front, and twin-pot calipers in back were at the ready to rein us in as needed. On the other hand, this is not a quiet car. With a minimal amount of insulation and sound deadening, the car transmits a considerable amount of thrum into the cabin.
This all-wheel-drive system rivals some of the best cars in the business. Going around a tight turn, all this STI wants to do is stick. Kind of like a fly to flypaper. You remember flypaper, right? Well, this Subaru sticks that well. The problem is that on launch it sticks too well. The 0 to 60 times, as a result, are nothing to scream about. For a good launch, according to Subaru PR guru Dominic Infante, you need to turn off traction control, build the revs to about 5,000 rpm and then dump the clutch. Unfortunately, the resulting times are nothing to write home about, but we were still in awe of this car’s ability to get up and go faster once moving.
All that is well and good, but this is not a car to go spend “Saturday Night, under the lights” with at your local dragstrip. Sunday afternoon, cutting apexes on Mulholland Highway in Malibu, is more like it.
Why you would buy it:
You were raised on Gran Turismo 2, 3, 4 and now 5, and now you want to check out the real thing.
Why you wouldn’t:
A Lincoln MKS is as sporty as you want to be these days, old man.
Leftlane’s bottom line
Subaru’s legendary WRX continues to improve. Clearly, it is not everyone’s cup of tea, but it offers an exhilarating, if thrumming ride, that depending on your age, both chronologically and emotionally, might be just what the doctor ordered.
That’s if your banker also approves.
2011 Subaru WRX STI Limited base price, $37,345. As tested, $39,870.
Navigation, $1,800; Destination, $725.
Words and photos by Mark Elias.
Rating:
